Internal-combustion engine



A. E. OSBORN INTERNAL-COMBUSTION ENGINE June 17 1947.

Original Filed July 50, 1940 3 Sheets-Sheet 1 1N VEN TOR.

ALDEN E Oasoznwl II'IWRNE Y 1 June 17, 1947. A. E. OSBORN 2,422,364

INTERNAL- COMBUST I ON ENGINE Original Filed July 50, 1940 5 Sheets-Shet 2 FIG.- I

FIG; 5. i

, INVENTOR. ALDEN E. 0.35am

ITTOKAEY June 17, 1947. Y A E. OSBORN 2,422,364

IfiTERNAL-COMBUSTION ENGINE Original Filed July 30, 1940 3 Sheets-Sheet 3 FIG.7.'

I N V EN TOR. A205 5 OSBORN ATTORNEY Patented June 17, 1947 INTERNAL-COMBUSTION ENGINE Alden E. Osborn, Mount Vernon, N. Y.

Original application July 30, 1940, Serial No. No. 348,351, now Patent No. 2,383,883, dated August 28, 1945. Divided and this application August 25, 1945, Serial No. 612,605

The object of my invention is to provide, in a four cycle engine of either the spark ignition, surface ignition or compression ignition type, improvements that reduce the number of parts, the weight and the cost, and increase the reliability and efficiency. My invention also provides for superior cooling of the parts, thereby permitting the use of larger air cooled cylinders and valves than are usually practical. It relates particularly to improvements in and modifications of an engine of the general type shown and described in my co-pending application, Serial No. 336,685, filed May 23, 1940, now Patent No. 2,392,060, issued January 1, 1946.

This application is a division of my co-pending application Serial No. 348,351, filed July 30, 1940, now Patent No. 2,383,883, issued August 28, 1945.

A particular object of my present invention is to provide an improvement in that type of fourcycle internal combustion engine in which the inlet air enters into the cylinder and exhaust escapes from the cylinder thru a passage controlled by a single valve-my improvement providing a means whereby the exhaust is permitted to escape from the cylinder before the inlet air or mixture is directly admitted thereto.

A second special object of my present invention is to provide a simple means for varying the timing of the Valve movements in relation to the rotation of the engine crankshaft whereby the most suitable for the starting conditions and the timing can thereafter be changed, while the engine is in operation, to that most suitable for the conditions under which it is then running,

It should be understood that my invention is shown in the accompanying drawings in a simplified form and that many of the parts required in an actual operating engine, but not essential to the illustration of my invention, have been omitted from these drawings. It should also be understood that, while my invention is only shown in the accompanying drawings as used with a single cylinder, air-cooled type of engine, it is not limited to use with that type of engine alone, and may be used with multiple cylinder engines of radial or in-line types with air or liquid cooling, and that in that type of my present invention requiring air for the valve passage, this air, altho only shown as supplied by a blower, can be obtained from'an air current that may be passing the engineby'providing for-conducting air from this current thru the valve passage. When an engine embodying my invention operates on the compression ignition (Diesel) or hot surface ignition system, the spark ignition parts shown in the accompanying drawings are omitted and the fuel injectionv occurs-durin the compression or combustion strokes instead ofon the '30 engine can be readily started with a valve timing 6 Claims. (Cl. 123-76) suction or compression strokes as when electric ignition is used. a

In the accompanying drawings:

Figure 1 represents a sectional side elevation of an engine embodying one form of my invention,

Figure 2 represents an enlarged diagrammatic viewof the valve operating cam shown in Fig ure'l,

Figure 3 represents a partial sectional elevation of a modification of a portion of the valve mechanism illustrated in Figure 1,

Figure 4 is a View showing a modification of the operating cam of Figure 2, 1

Figure 5 represents a sectional side elevation of an engine embodying a modified form of my invention,

Figure 6 represents an enlarged partial'sectional elevation of the valve and adjacent parts of Figure 4,

Figure 7 represents an enlarged partial sectional plane view of the valve operating cam mechanism of Figure 4,

Figure 8 represents an enlarged end elevation of the parts of the valve operating cam mechanism of Figure 4,

Figure 9 represents an enlarged end elevation of the valve cams of Figure 4, and I Figure 10 represents an enlargedend elevation of a modified form of the valve operating cam.

In Figure 1, the engine is shown with its parts in the position they'assume when the manual engine control is set for starting the engine and the piston is at the end of the suction stroke. In this figure It) represents the engine cylinder, I4 the piston, l5 represents the cylinder head valve, l2 the external valve passage, 6 the cam shaft which is rotated by the crankshaft 5 at one-half of the speed of the crankshaft, 29 the Valve operating cam, and 30 the fuel injection nozzle. The valve operating cam 20 acts on the cam. follower l9. and communicates its motion to the valve l5 thru the push rod I8 and rocker lever I1. Thecylinder i0 is provided with ports, 26 at a point where they would bed uncovered by the, piston 14, when it is near the outer end of its stroke, which ports communicate, thru the passage 21, with the blower 22 that is rotated by the engine crank shaft, so that air or, if special requirements are to be met, comb'ustiblemixture can be forced under pressure thru the ports when the piston opens them. If spark ignition is used a'spark plug Ml'and timer 45, forming parts of the usual electric ignition system, are provided. The fuel injection system comprises a fuel injected into the cylinder thru thenozzle 30, althowould be timed to take place near the end of the compression stroke or beginning of the combustion stroke, whereas with electric ignition.

the pump would be arranged to inject fuel either during the suction or compression strokes, as the timing of the ignition would be regulated by the time at which the spark occurred .As thus described, the engine would be operable Without the other special parts embodied in invention and hereinafter described,

When operating without these additional parts and on the hot surface or compression ignition principl the val e 15 opens on t e om ustion stroke before the piston I4 has moved to a point where it opens the ports 25 in the cylinder-19, so that as a o sid ra l amo t f exha from the combustion would then escape, air can enter the cylinder when these ports from the blower are op ned a d cave ge the m ining exhaus a s o t of the cylinder thru thi same valve IS. The valve l5 remains open durms the suction stroke and closes a around bottom center so that, when the ports 26 ar a ain op ned, the air, wh ch is forced in by the blower 22, would fir t aid in clearing the cy i der an thereafter would be added to that in the cylinder and serve to increase the comp es ion i relation to the piston clearance and permit m r fuel to be burned in the cylinder at each combustion stroke, As before stated, at r nea th top of the compre sion stroke the fuel in cti n would take place if the engine is of the compression or hot surface ignition type and the combustion stroke would start a new cycle of operation. When operating with spark ignition the same cycle of operation is repeated, except that, as previously stated, the fuel could be introduced during the suction or compression stroke. a

The engine as thus described, contains the essential parts for its operation, but I have, in Figure 1, illustrated additional features that meet certain special requirements. One of these features resides in lengthening cam 21] and providing several differently proportioned valve operating parts along its surface and arranging for the longitudinal movement of the cam so that these differently shaped valve operating parts can be brought into action against the cam follower l9. This longitudinal movement of the cam is shown in Figure 1 as provided for by having the shaft 5 longitudinally movabl with its position controlled by the collar 23 and lever 24 and other connections to the manual engine control, The timing o the op ning an sng of the. val e While the e gine is in op rati n thru the actuation of this means for bringing the various parts of the cam into operation against th cam follower I9, makes it p ible to. control the en ine hithe to d s ibed. and havin spark: ignition, by re ul ting the losin o the valve so that, when the engine is to operate with small power output, the valve closes late in the compression stroke and only a small amount of air remains in the cylinder, while, at the same time, the amount of fuel injected is reduced by the movement of the interconnected fuelpump cam 35. When full power is required, the part of; the cam giving the first-described timing in which the valve is held open during the suction stroke and is allowed to close around bottom center, is brought into action and the amount of fuel pumped is increased.

Another feature of my invention that is shown in Figure 1, which has for its object the insurance of easy starting and steady'slow running under certain conditions, comprises a means for.

supplying combustible mixture to the engine to permit of its operation independently of the fuel injection. This feature comprises insertion into the inlet to the blower 22, of a valve vane 31 which can be turned by the lever 38 so that either air or combustible mixture from the carburetor or mixture-producing device 33 is admitted to the blower 22. Vf'nen this vane 31 is turned, as shown by the full lines, so that the mixture from the mixture-producing device 5 is admit-ted to the blower 22, the cam collar 35 would be moved by means of the rods 23 and #2 and levers 2d and 3] so that the fuel pump would not force fuel thru the nozzle 3i! and the shaft collar 23 would be moved to cause a shorter lift part of the cam 20 (see Figure 2 at ,A- -B) to contact with the valve, follower is. This shorter lift part of the cam 26 is so proportioned and positioned that the valve l5 would be opened somewhat earlier than normal on the combustion stroke and would close earlier in the suction stroke, thus, not only, letting the exhaust out of the cylinder before the cylinder port 26 opens, but also closing the valve 15 early to cause a vacuum by the movement of the piston it,

in the cylinder ill during the suction stroke so that when the port 26 opens, a mixture would be drawn into the cylinder thru a blower 22 from the mixture-producing device 34. Thus, the enine could operate on the combustible mixture until it is desired to have it work with fuel injec tion when the lever 38 would be moved to turn the vane 31 to shut off the mixture device and admit air to the blower 22 and to, thru the con nections 28 and 42 and levers 24 and BI, move thefuel cam 35 and valve cam 20 to open the valve [5 during the combustion stroke and holds same open during the exhaust and suction strokes by bringing the longer lift part (CD in Figure 2) of the cam 21} into action against the cam follower IS. If the speed and power control when running on fuel injection is by variable com pression thru holding the valve 1 5 open for longer or shorter periods on the compression stroke, the cam 20 could have an intermediate extension on the closing side as shown by the line E in Fig. 4. With this form of cam the engine control. when in starting position, would cause the valve IE to close during the suction stroke when the vane 31 is in its throttling position, as shown, and would then move the vane 31 to giving full power on the mixture device after whichthe further movement of the control parts would I, bring the cam part E into action at the same time admitting air to the blower 22 and starting the fuel injection. part is in full action and the cylinder valve l5 held open for the maximum time on the com o pression'stroke, the engine would start operation on fuel injection at low power output and,

more power is wanted, the'control would be moved to bring the cam part CD into action, allowing the valve to close earlier to increase the compression and thru the connections to the fuel cam, also increase the amount of fuel injectedv Thus, the progressive movement of the engine control means starts the engine operation at low power on the combustible mixture and goes to full power on the combustible mixture and then When this dotted-line cam to low power on full injection and, with a still further movement of the control means, to full power on full injection.

It should be understood that many modifications can be made within the scope of the claims. For instance, in Figure -3, I have illustrated a modified arrangement of the valve l5 and operating lever H as well as the outlet passages from the valve, which gives a particularly clear opening for the exhaust gases.

It will be noticed that this engine as described requires only on blower or source of air pres sure for its operation and that air pressure source must, in order to give a large super compression effect, supply air at considerable pressure and volume because of the fact that air from this blower is used both to scavenge the cylinder and also to supply the extra super compression air, and I have shown in the accompanying drawings a modified form of my invention in which the air supply to the ports is supplemented by air delivered to the cylinder head valve thru a separate means thereby reducing the size of the blower supplying the cylinder port air.

This modified form of my invention is illustrated in Figure 5 with the parts in the position they assume when the manual engine control is set for starting and with the piston at the end of the combustion stroke, instead of being, as shown in Figure 1, at the end of the suction stroke. In this modified form of my invention, many of the parts correspond to similar parts illustrated in Figure 1 and are designated by the same reference numbers. The flywheel I is, however, provided with vanes 8 and functions as a blower with the air therefrom passing thru the duct 9 and into a passage I2 that extends across the valve l5 and is provided with a fin or partition 13 over the valve opening. In addition to the regular valve cam 2i there is an auxiliary cam 2! that is also engageable with the cam follower l9 and is rotatably mounted on the cam shaft 6 next to the cam 25. This cam 2! is provided with arms 4! having spiral keyways 43 which engage projecting fingers 25 on the slidable collar 23 so that a longitudinal movement of the collar causes the rotation of the cam 2i about the cam shaft 6 and changes its position in relation to the cam 29 from being in line with the cam 26 to the position where it is retarded back of the cam '28, as shown in Figur 9. When the cam 21 is in the first-mentioned position, the valve would be lifted and allowed to close by the cam 29 and when the cam 2! is rotated to the backward position in relation to the cam it serves to hold the valve open for a longer period of time than is the case when the valve is operated solely by the cam 20. These parts are all shown in an enlarged form in Figures '7, 8 and 9.

The cam shaft 6, in addition to carrying the cams 29 and 2 i, also carries a cam that operates the fuel pump and controls the pumps stroke, according to its longitudinal position. The shaft 5, when electric ignition is used, also carries the ignition timer that is electrically connected to the spark plug 40 thru the usual ignition system. The cylinder head valve 15, illustrated in Figure 5 and in the enlarged view Figure 6, is of the usual poppet type and is shown as partially lifted in Figure 5 and as seated in Figure 6. The seat of the valve is within a ledge 29 extending about halfway around the valve and of such a height that the valve l5 would not be opened on the ledge sid until after the other side of the valve, not enclosed by the ledge, is opened to a considerable extent. The valve, as before mentioned, opens into the passage l2 so that the air passing across the outer surface of the valve, from the aforementioned flywheel blower or the air current produced by any other suitable means, would not only clear the exhaust gases away from the valve but would be projected into the cylinder by the partition l3 as soon as the valve was lifted a sufficient distance to clear th ledge 29. It will be noticed that when the engine is in operation, th valve l5, which opens near the end of the combustion stroke, first allows the exhaust gas to escape on the side of the'valve not surrrounded by the ledge 29 thereby reducing or preventing any tendency of the exhaust gas to mix with the air entering the passage l2, as, by the time the valve has opened a, sufficient distance to cause the valve head to clear th ledge, the pressure of the exhaust gases would have been considerably reduced. If desired, a modification may be made, as is shown in Figure 10, in which a dwell portion 39 is provided in the cam or cams on the valve opening side so that the cam first moves the valve only a sufficient distance to open it on th side not enclosed by the ledge .29, to allow the high pressure exhaust to escape, and then, at some later point in the exhaust or suction stroke of the piston, the valve is given an additional movement that would cause its head to clear the ledge 29 and permit the direct entrance of air from the passage i2. The engine having the features thus described would operate with the valve timed to always open near the end of the combustion stroke if the provision of two cams is made for the valve control. The fuel could be forced into the cylinder thru the nozzle 36 by the pump either during the compression or suction strokes, if the engine operates With spark ignition, or during the compression or combustion strokes, if th engine is arranged for compression ignition. When compression ignition is employed, the engine speed and power would be controlled by the timing and amount of fuel injected into the cylinder as the means shown in my drawings for manually regulating the time of the valve closing would be impractical because it would reduce the compression to a point Where ignition of the fuel would not occur.

While the engine as described is operable and satisfactory where simplicity and reliability are the most desirable features, I have shown in Figure 5 means similar to those described in connection with Figure 1 whereby additional power is obtainable by providing that scavenging and supercharged air, supplied by a blower 22, can be admitted to the cylinder thru ports 23 opened by the piston at the end of each'outward stroke. I have also provided for admission of expansive mixture thru the ports 26 to meet certain starting and operating conditions thru substantially the same means as was shown and described in connection with Figure l. The control of these means is thru the operation of a single lever 38 with the regulation of the engine taking place in substantially the same way as described in connection with the operation of the control mechanism of Figure 1. The rotation of the movable cam 21 in relation to the valve cam 26 is controlled by the shape of the spiral keyways $3 in the same manner as the shape of the cam 20 controls the valve action in Figure 1, excepting that no provision for 'opem'ng the valve I 5 abnormally early in the combustion stroke is provided for.

It Will also be noticed that with both forms of my invention shown herein, because of the fact that both air and exhaust gases escape from the cylinder head passage, it is desirable to eliminate the exhaust pipe or muflier, but if a pipe or muffler is used, these parts should be very large in order to cause as little back pressure as possible.

VVha't is "claimed is:

v1. In a four cycle internal combustion engine, a cylinder, a piston in said cylinder, at poppet valve in said cylinder and seating upon an inner surface thereof, a, passage across the outer surface of said valve and having an opening on each side of said valve, means for causing a current of air to pass thru one said opening and over valve and out thru said other opening, a ledge 1 cylinder around a portion of the seating of said valve and at the side of said valve the opening of said passage thru which said Mr current enters, said ledge beingrel'a-tively close to the outer edge of said valve, and having a height adjacent to valve substantially 'less than e reciprocating movement of said valve, means for opening said valve during the combustion stroke of said piston, for holding said valve open during the following exhaust stroke and during the suction stroke and for closing said valve following the o'ompre'. ion "stroke, and means for injecting fuel-into said cylinder at properly timed intervals.

In a four cycle internal combustion engine, a cylinder, a piston in said cylinder, a poppet valve in said cylinder and seating upon a surface thereof, a passage across the outer surface of said valve and having an opening at each side of said valve, means for causing a current of air to pass thru one said opening and over said valve and out thru said other opening, a ledge on said cylinder around a portion of said seating surface of said valve at the side of said valve toward the opening of said passage thru which said air current enters, said ledge being relatively :close to the outer edge of said valve and having a height sub stantially less than the reciprocating movement of said valve, a partition across the said passage over said valve and adjacent to the ends of said valve ledge to divert said air current to the outer surfaceof said valve adjacent to said ledge, means for opening said valve during the combustion stroke of said piston, for holding said valve open during the exhaust stroke and during the suction stroke of said piston, and for closing said valve during the compression stroke of said piston, and controllable means for injecting the fuel into said cylinder at properly timed intervals.

3. In a four cycle internal combustion engine, a cylinder, a piston in said cylinder, 3, poppet valve in said cylinder and seating upon a surface thereof, a passage across the outer surface of said valve and having an opening at each side of said valve, means for causin 'a current of air to pass thru 'one said opening and over said valve and out thrusaid other opening, a ledge on said cylinder around a portion of the seating surface of said valve at the side of said valve toward the opening of :said passage thruwhich said air current enters, said ledge being relatively close to the outer edge-cf said valve and havin a height substantially less than the reciprocating movement of Said valve, means for partially opening said valve during the combustion stroke of said piston and for ,holding said valve open during the exhaust stroke, for fully opening said valve during the suction stroke and for closing said valve near the end of said suction or beginning of. said compression strokes, said means comprising a cam having a lift portion of relatively small height to produce said partial movement of said valve, and another lift portion of greater height to give said increased movement to said valve, and means for injecting fuel into said cylinder at properly timed intervals.

4. In an internal combustion engine, a cylinder, a piston in said cylinder, a valve in said cylinder, a member rotated by the movement of said piston, and controllable means for operating said valve comprising a cam on said rotatable member and rigidly connected thereto, a second camadjacent to and rotating with said first-mentioned cam and movable in relation to said firstmenti-oned cam and about the axis of rotation thereof to an advanced or retarded relation. therewith, a cam follower adapted to bear upon both said cams, and controllable means connecting with said second-mentioned cam, whereby said cam can be given its said movement in relation to said first-mentioned cam to cause said second-mentioned cam to lift said cam follower for a controllably longer period than said cam follower is lifted by said first-mentioned cam.

'5. In an internal combustion engine, a cylinder, a piston in said cylinder, a member rotated by the movement of said piston, a valve in said cylinder, and controllable means for operating said valve comprising a cam on said rotatable member and rigidly connected thereto, a second cam adjacent to and rotating with said firstmentioned cam and movable in relation to said first-mentioned cam and about the axis of rotation thereof to. an advanced or retarded relation therewith, a cam follower adapted to bear upon both said cams, and controllable means for giving said second-mentioned cam its said movement in relation to said first-mentioned cam whereby to cause said second-mentioned cam to lift said cam follower for a contr-ollably longer period than said cam follower is lifted by said first-mentioned cam, said controllable means comprising a longitudinally slidable collar and a spiral key-Way system operated by said collar between said second-mentioned cam and said rotatable member.

6. In an internal combustion engine, a cylinder, a piston in said cylinder, a passage commue nicating with said cylinder, a poppet valve in said passage and seating on an inner surface in said cylinder, means whereby said valve is periodically lifted from said seating by the movement of said piston, and a baffle wall extending around a part of said valve seating adjacent to the edge of said valve seating whereby a portion of the circumference of said valve passage at said valve is prevented from opening into said cylinder during the first part of the lifting movement of said valve and whereby said portion of said circumference of said passage closes before said valve seats on said cylinder surface. I

ALDEN E. OSBORN.

REFERENCES (JI'EED The following references are of record in the his of this patent:

UNITED STATES PATENTS 

